Compound motive system.



Y F. S. VAUGHN. COMPOUND norm: SYSTEM. APPLICATION FILED DHO.28,1905.

- 905,959. -Paizented Dec. 8, 1908.

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APPLIOATION TILED DEO.28,1905- Patented 1560.8, 1908.

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FRED STANLEY VAUGHN, OF QUINCY, ILLINOIS.

' COMPOUND MOTIVE SYSTEM.

Specification of Letters Patent.

Patented Dec. 8, 1908.

Application filed December 28, 1905. Serial No. 293,601.

on, which form a part of this specification.

This invention relates to improvements in compound motive systems and is shown as embodied in a motive system for street cars though obviously it is equally adaptable for many other purposes.

Heretofore it has not been usual to equip street cars and various other devices with a power generatorof relatively small capacity adapted to operate irrespective of the operation of the car and to create and store up energy in different form to be directly applied in performing the work of driving the car. Furthermore in motive systems or units as heretofore constructed but a small fraction of energy of the motive agent has been utilized in performing work while a considerable ortion has been lost as by radiation or exiaust.

The object of this invention is to provide a motive system in which the energy applied directly in performing the work is created by a constant speed generator of relatively small capacity and is stored up to be drawn upon as needed.

It is a further object of the invention to provide a compound motive system capable of performing a great amount of work with but a small cost of motive agent, thereby greatly lessening the expense of operation and in which the exhaust motive agent is returned to the system and utilized in operating the same.

The invention consists in the matters hereinafter described and more fully pointed out and defined in the appended claims.

In the drawings: Figure 1 is a side elevation of a street car provided with a motive system embodying my invention. Fig. 2 is a top plan view of the running gear of the car and the motive system. Fig. 3 is an enlarged fragmentary top plan view of the same. Fig. 4 is an enlarged fragmentary side elevation thereof. Flg. 5 is a fragmentary top plan view of the pressure reservoirs. Fig. 6 is an enlarged fragmentary view of the throttle valve and means for operating the same. Fig. 7 is a fragmentary top plan view illustrating means for transmittmg the power to attached cars.

As shown in said drawings: A represents a street car of any desired construction and provided with trucks (1. of the usual or any preferred kind beneath the car bottom a/ and the axles of which are indicated respectively by a -a a and a The initial motive or generating power for the system may be of any desired character but as shown is provided by a four cylinder, internal combustion'engine of any preferred construction which is hung beneath the bottom a of the car upon a suitable frame B of angle iron or any preferred material. At the op osite end of said car as shown is provi ed the tank B adapted to contain the explosive fluid for said engine and leading therefrom is a pipe I) which communicates with each of the engine cylinders through inlet pipes I) connected therewith and with the inlet ports of the engine. Connected with the exhaust ports of said engine is the exhaust pipe B which, as shown opens into an exhaust chamber or muffler B of any desired construction and as shown supported at one side of the car. If preferred the hot gases of combustion exhausted from said engine may be employed for heating the car or other compartment in which the system is employed, and for this purpose heatin coils 6 -6 are connected in said muffler an as shown extend through the car bottom or floor a and may be arranged in the car or compartment as desired. Said engine as shown is provided with a horizontal drive shaft B on which is rigidly engaged a drive gear b adapted to intermesh with and drive a gear a rigldly engaged upon the drive shaft C of an air com ressor C which, as shown, is also supporte on said frame B.

Leading from said air compressor C is a main ressure pi e C which as shown, extends ongitudina ly of the car and communicates by means of a connecting pipe 0 with the pressure reservoirs D which may be of any preferred construction, size and number and as shown, in Fig. 1 are suspended by suitable frames or hangers d beneath the center of the car. Said pipe 0 is connected with each of said reservoirs D and is provided in each of its connections therewith with a valve of any desired construction by means of which the air may be admitted to either or all of said reservoirs as desired.

As shown the main pressure pipe C is provided adjacent the compressor with a back pressure valve C of any preferred construction adapted to prevent back flow from the reservoirs when the engine is not in operation.

A main supply pipe I) is connected in said pressure reservoirs D by means of a connecting pipe d which, as shown, is provided with va ves d of any desired construction adapted to control the outflow from said reservoirs. Said supply pipe D as shown extends longitudinally of the car to the end thereof carrying said engine and connects with the throttle valve E which as shown is a four way valve of any desired construction. Said throttle valve, as shown is provided with ports eee and e of which the port a is connected with the supply pipe D and is adapted to communicate with either of the ports e or 6 while said ports 6 and e are each adapted to communicate with the port 6 when the other is in communication with the port 6. Connected with and leading from the port e of said throttle valve is the train pipe F, which extends longitudinally of the car and if more than one car is employed, is connected by pipe connections F of any desired kind with a corresponding pipe of the attached car. Connected in the port 6 and likewise extending longitudinally of the car is the return pipe F.

Carried on the axles a a a and a are the rotary motors GrGrGr -Gr which may be of any desired construction and which are adapted to rotate said axles and are connected with the main train pipe by inlet pipes g-g g and g respectively; Exhaust pipe g g g and g lead from said motors and are connected with the return pipe F thereby affording communication between said return pipe and the main supply pipe. Connected in said port 6 of the throttle valve is the pipe F which as shown opens into an air exhaustchamber H supported in any desired manner at the side of the car opposite from the chamber B and which is provided with an inwardly opening inlet valve h aflording communication from the atmosphere. Leading from said air exhaust chamber H and opening into the intake port of the air compressor C is the air supply pipe H for the compressor adapted to return to the compressor the emaust air from the rotary motors and in case said exhaust is not suflicient to supply the compressor to take air from the atmosphere through the valve h. Also supported on the frame B is a rotary motor similar to the motors carried on the axles and which is provided with avalved intake pipe i connected directly with the main pressure pipe C thereby permitting said motor to be operated regardless of the position of the throttle valve. Connected with said motor I and driven thereby is the dynamo I of any preferred construction and adapted to afford lighting means for the car or other appliance in which the motive system is applied. The exhaust pipe '5 of the motor I also opens into the exhaust chamber H.

Any preferred means may be provided for operating the throttle valve E but as shown car and is connected with similar or any desired operating means not shown for likewise operating the valve from the opposite end of the car.

The operation is as follows: The engine B operates the air compressor by means .of which any preferred amount of pressure is stored in the pressure reservoirs D to be drawn upon for the train service. Inasmuch as the engine B acts only to supply the compressed air with which the car is operated it is obvious that said engine may be of relatively low power and may be kept in operation when the car is at rest as well as when in motion thus storing up energy for the operation of the car and owing to the back pressure valve in the main ressure i e C when the desired pressure in said reservoirs is obtained the engine may be stopped without permitting a back flow of air.

By means of the throttle valve E the air may be cut off from the train pipe when it is desired-to stop the car and when it is desired to again move the car forwardly the valve is turned to bring the ports 0 and 6 into register thereby delivering the pressure through the train pipe F to the axle motors which exhaust through the return pipes F and F into the chamber H and back to the compressor C through the ipe H.

When it is esired to reverse the move mentof the car the valve E is operated to bring the port e into communication with the port e thereby reversing the rotation of the axle motors.

Inasmuch as the lighting motor I is connected with the main pressure pipe it is obvious that the same may be kept in continuous operation regardless of the operation of the car and may be controlled by its own operating valve.

If preferred also the car or other compartment in which this system is employed may be heated by the products of combustion" from-the engine and many details of construction and arrangement may be varied Without departing from the principles of my invention.

I claim as my invention:

1. In a device of the class described the combination with a rotary com ressor, means for actuating the same, a plura ity of storage tanks adapted to receive air under pressure, a rotary motor on each axle, means for supplying compressed air to said motor from any individual tank or all tanks conjointly, an exhaust tank communicating with the compressor and a four way valve adapted to supply the compressed air to either side of the motor and to return the exhaust from the motors to the exhaust tank.

2. In a device of the class described the combination with a combustion engine of a compressor driven thereby, storage tanks connected with said compressor, rotary motors on the axles, a main pressure pipe extending longitudinally of the motors, branch pipes supplying compressed air from the main. pressure pipe to the motors, a main exhaust pipe extending longitudinally of the motors, branch ipes connecting the motors therewith, an ex iaust tank and means adapted to afford communication between the main pressure pipe and storage tanks and the main exhaust pipe and exhaust tank or vice versa.

3. Ina vehicle of the class described a rotary compressor, storage tanks communicating therewith, rotary motors on the axles, means supplying the motive fluid to either side of the rotary motors and returning the exhaust from either side to the compressor, a

rotary motor adapted to communicate directly with the compressor and also adapted to exhaust to said com ressor and a dynamo actuated thereby to lig t the vehicle.

4. In a car a compressor, a combustion engine for actuating the same, pressure storage tanks any or all of which are adapted to communicate with the compressor, rotary motors, one secured to each axle of the car, an exhaust tank, means adapted to connect either side of the motors with the pressure tanks and the other side of the motors simultaneously with the exhaust tank, a mufiier for receiving the exhaust from the combustion engine and a heating coil opening from the muffler.

5. In a device of the class described a combustion engine, a compressor driven thereby, means for storing air from the compressor under pressure, rotary motors, an exhaust tank, means for supplying compressed air from the storage means to drive the motors ahead or in a'reverse direction and returning the motive fluid to the exhaust tank, a motor connected directly with the compressor, a dynamo driven thereby for lighting purposes, a mufiler connected with the combustion engine and a heating coil adapted to receive the hot gases from the mufitler.

In testimony whereof I have hereunto subscribed my name in the presence of two subscribing Witnesses.

FRED STANLEY VAUGHN. Witnesses I W. W. WITHENBURY, WM. 0. SMITH. 

